Internal-combustion engine.



No. 884,853. PATENTED APE. 14,1908.

- 0. R. RADGLIPFE.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JULYZB. 1906.

SE8 lNI/E/VTOH (8 By v a SHEETS-SHEET 1.

H.884 853. PATE TED APR.14 190s 0. R.'RADGLIFFB.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED JULY 26. 1906.

a SHEETS-SHBET 2;

* PATENTED APR. 14, 1908.

5 SHEETS-SHEET 3.

INVENTOH 0. R. RADGLIPFB. INTERNAL COMBUSTION ENGINE.

APELIGATION FILED JULY 26. 1906. v

N0. 884,53. PATENT-ED APR. 14, 19 08 C. R. RADGLIFPB. INTERNAL COMBUSTION ENGINE.

APPLIOATIOT FILED JULY 26. 1906- v 5 sumsmm 4.

- WITNESSES No. 884,853. 'PATENTED APR. 14, 19 08. C. R. RADQLIFFE.

INTERNAL COMBUSTION ENGINE. I

APPLICATION FILED JULY 26. 1906.

5 SHEETS-SHEET 5.

ATTORNEYS v BY v vented certain new and useful Improveinternal combustion engines,

PORATION, OF JERSEY CITY,

PATEN FTQE.

CARLTON R. RADOLIFFE, OF NEW YORK, N. Y., ASSIGNOR TO INTERNATIONAL PATENT COR- NEW JERSEY, A CORPORATION OF SOUTH DAKOTA.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented April 14, 1908.

To all whom it may concern: I Be it known that I, CARLTON R. RAD- GLIFFE, a citizen of the United States, residing at New York city, New York, have inments in Internal-Combustion Engines, of which the following is a full, clear, and exact description.

My invention relates to improvements in and particularly to'those engines termed two-cycle or two-stroke? engines, and in which. there are two or more cylinders.

The object of my invention is to provide a simple, inexpensive and effective construction in which I eliminate the common practice of utilizing the crank case as the receiving chamber for the gas which is to be introduced into the cylinders.

By my improved construction I am also enabled to obtain high con'ipression, the degree of which maybe varied at will by modifying the design.

1 also provide means whereby in case oi a back lire. the efl'ect is not a retardin one the cranl 4Q plane of the as in the usual type of twostroloe engine. My invention also comprehends a novel and efiective governing device, also means wherey quicl and easy access may be had to all of for readjustment or repair.

These and other objects will be apparen't to the mechanic skilled in the art from an examination of the acrom )anying drawings and a reading of the sprciflcation.

In the drz'twings, Figure l is a vertical transverse sectional view of an. engine taken on a )lane through the center of one of the cylinders. Fig. 2 is a side elevation. partly in section. Fig. fiis a horizontal section on the line X-X Fig. 1. Fig. 4 is a orizontal section on the plane of the line YY Fig. 1. Fig.5 is a rclativety enlarged longitudinal section of the crank case and a. .pair of cylinders, certain parts being shown 1;; in elevation, including the pistons, the (Tanks .to which the frame of hired in any suitable T 2'2 are brackets crank shaft 3.

is a fly wheel on shaft 3.

55 are connecting rods.

b6 are cylinders arranged side by side, and, in the drawings, provided with laterally extending flanges for the radiation of heat. While in this particular form the engine is shown as air cooled, so-called, my invention is not confined thereto.

7-7 are pistons adapted to the cylinders 66 respectively. The lower end of each piston is enlarged or flanged outwardly, as indicated at 8-8, respectively, to increase the diameter of the same. That part of the cylinder in which said flanged en argements travel is corresmndingly enlarged so as to properly fit sai flanged portion. The usual packing rings may be supplied to make a tight fit with the surroundn'ig cylinder walls. The same in the cylinder above the impel end of each piston constitutes the comln1stion chamber. The space around each piston and above the flanged portions 8S thereof comprises the receiving space into which the gas is drawn on the down stroke of each piston respectively, and in which it is compressed on the up stroke of each piston respectively. These receiving spaces are indicated by 9- respectively, see Fig. 5. There is a chambered communicating space or passage 10 leading from the space 9 to a port 1] in the inner wall of the cylinder 6 There is also a connnunicating passage It) from the compression space S) to a port 1 l in the inner wall of the cylinder o. "lhese ports 11 and H are uncovered when the pistons 7 and 7 respectively are in their lowermost positions, or'just before they reach their lowermost positions. The result is, when the port 11 is uncovered, gas compressed within the space S) and passage ll) will flow into the cylinder o above piston 7". So also, when the port 11 is uncovered, ga compressed within the space-l) and passage l0 will flow through port 11 into the spa e above piston 7.

Each cylinder tS-b" is provided with an exhaust port 17.2 which stands at about lirsame plane as the intake port therein, but which is uncovered on the down stroke of the piston just before the intake port is uncovered, so that the burned gas may be expelled. The outflow of burned gas is aided in the usual way by the inflow of the fresh charge.

Each compression space 9-9 is provided port 11.

with an intake ort having a check valve therein. 15 is the gas ipe in communication with each of said va ved intake ports 13.

13 indicates the intake port or passage for one of the cylinders, and 13 for the other.

14 is a check valve.

On the power stroke of the piston in cylinder '6, gas willbe sucked in through the ort 13 and space 10 into the space 9*. hen the piston 7 ascends, the gas in the spaces 9 and 10 is compressed, which gas is discharged through port 11 into the space above piston 7 when the latter uncovers said On the power stroke of piston 7, gas will be drawn into space 9 through ort 13 and space 10. On the up stroke 0 the;

piston 7, the gas within spaces 9 and 10 will e compressed and will ow into the space above the piston 7 when the latter uncovers the port 11. It will thus be seen that at least two cylinders are required, thegas' com ressed m one being transferred into the com ustion space in the other, and vice versa. It will also be seen that the spaces 1010 are in effect air chambers extending almost entirel around the respective cylinders, and sincet e same are filled with cool gas, they tend to keepthe walls of the cylinder cool and preserve the efiectiveness of the lubrication. Beyond this, they furnish a very short communicating passage for the gas which is transferred from the compression s aces 99, res ectively,'to the combustion c am-.

bers in t e cylinders '66. 'By this construction it will be seen that substantially all of the gas compressed will be actually transferred to the combustion chambers, whereby a very high compression may be attained. The degree of compression is determined by the design and depends upon the area of the spaces 99 and 1010*. By this arrangement it will'be observed that the cold charge is always taken around the wall of the cylinder in which combustion is occurring, so that, in addition to serving to partially cool the same, the heat that is absorbed by the gas in the act of cooling the same tends to prepare it in a manner which will insure effective combustion. By this arrangement, also, the walls of the cylinders are cooled uniformly, and danger of warping or distortion is avoided, a feature of recognized importance and value.

The exhaustport 12 mayopen to the airor may communicate with asuitable exhaust pi e 12 if desired. 1616 are ports in the si e walls of each cylinder, respectively, near the lower ends thereof, said ports being uncovered by the flanged lower ends 88 of the pistons respectively, when in their lowermost position, or slightly before. These ports communicate with the atmosphere and each of these ports is preferably provided with a suitable check valve 16 to prevent the inflow of air. If, a back fire occurs,

.out said toggles.

that is, if any charge within the compression spaces 99 should be ignited, the tendency would be to expand in the direction of travel of the piston, and the burned gases would then be discharged through the orts 16 or 16 when the pistons are in their owermost position. tendency to retard the action of the motor, as in the ordinary two-stroke engine.

17 is a crankcase which is open at its inner end but which at its outer end is provided with a bearing 17 for the starting crank 18. In the opposite sides of the engine base or frame grooves are provided, as indicated in Fig. 1, and the edges of the crank case 17 are adapted thereto, so that said crankcase may be readily slid onor off to cover or ex' ose the cranks. When the crank case is in p ace, its forward or open end comes in contact with a head 19 which serves to close that end By this design a back fire has no of said crank case and effectively keep out dust and dirt. The starting crank 18 may make a detachable connection with the engine shaft in any of the well known manners 22-.-22 are toggles connecting the pulley 21 with gear 20. 2323are weights on said toggles. 2 1 is a spring tending to straighten As the shaft revolves, the weights 23 will throw out by centrifugal force, moving the toggles in a manner to draw the gear 20 toward pulley 21. This gear 20 is in mesh with another spiral gear 25, which latter is in mesh with a spiral gear 26 which is suitably connected with the armature of a ma neto. stantial width, so that by shifting its position longitudinally on the engine shaft the angle of operation of the magneto armature is varied, so that the moment of the spark will be changed accordingly. For exam le, as the engine speeds up, the gear 20 w' be moved to the right and the spark will be advanced.

27-27 are spark plu s cylinders, and the usuai shown) are made between the magneto and the said spark plugs. v

28 is a pivoted throttle controlling lever. This lever is suitably connected at one end by a rod 29 to any well known form of throttling device (not shown).

for the several connections (not 30 is a ring carried by the pulley 21. This ring normally bears against the s ort arm of the lever 28.

3131 are pins passing through the pulley 21 and standing m such a position relatively to the levers 22 that when said levers move outwardly or inwardly they will move the pins and shift the position of the ring 30 and thereby shift the arm 28. This movement of the arm 28 may be utilized to increase or senses ator to vary thespark or throttle at will and inde endently of the action of the governor.

at I claim is 1. In an internal combustion engine, the

combination with a plurality of cylinders, of

e a gas-receiving and compressing space in each cylinder and having an inlet and a port near the lower end thereof to allow exhaust of the products of combustion in case of back fire, a combustion chambcrin each cylinder and having an exhaust, and a communicating passage between the gas-receiving space of one cylinder and the combustion chamber of another cylinder.

2. In an internal combustion engine, the combination with a plurality of cylinders, of a gas-receiving and compressing space in each of the cylinders and having an inlet and a port near the lower end thereof to allow exhaust of the products of combustion in case of back fire, a combustion chamber in each cylinder and having an exhaust, and a communicating passage between the gasreceiving space of one cylinder and the combustion chamber of another cylinder and independent of the inlet and port in the former.

3. in an internal combustion engine, the combination with a plurality of cylinders, of a gas-receiving and compressing space in each of the cylinders and having an inlet and a port near the lower end thereof to allow exhaust of the products of combustion in case of back fire, a check valve in said ort, a combustion chamber in each cylinder aving an exhaust, a communicating passage between the gas-receiving space of one cylinder and the combustion chamber of another cylinder. I

4. In an internal combustion engine, the combination with a plurality of cylinders, of pistons operating therein, a gas-receiving and compressing space in each of the-cylindershavmg an inlet and a port to allow exhaust of the products of combustion in case of a back fire, a combustion chamber in each cylinder having an exhaust, a communicating passage between the gas-receiving space of one cylinder and the combustion chamber of another cylinder, said inlets, ports and conlimiunicating passages being piston contro ler W CARLTON R. RADOLIIFFE.

Witnesses R. C. Mn'cHELL, L. VREELAN'D. 

